Power transmission mechanism



Sept. 5, 1944..

. c. D.PETERsoN ETAI.

POWER TRANSMIS S ION MECHANISM Filed Jan. 28, 1942 5 .Sheets-Sheet 1 Sept 5, 1944.- c. D. PETERSON Erm.

I POWER TRANSMISSIN MEGHANISM Filed Jan. 28, 1942 s 'sheets-sheet 2 Sept. 5, 1944. Q D, PETERSON ETAL] 2,357,284

.POWER TRANSMISSION MECHANISM l Filed Jamas. 1942i s sheets-sheet s 1N VENTORS.

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l Patented Sept. 5, 1944 POWER SMISSION MECHANISM Carl D. Peterson and Albert H. lll'eimel, Toledo, Ohio 8,1942, serial No. 428,598

(ci. 1oz-"3.5)

Application January 2 3 Claims.

This invention relates to power transmission mechanisms, particularly applicable for transmitting the engine power to the drive Wheels of the vehicle at different speeds, and has for its object an automatic transmission,whereby the speed changes are effected automatically from a low forward speed into a higher forward speed, and vice-Versa, also a transmission mechanism in which the speed changes can be made, particularly from a higher'speed to a lower speed by the driver at any time.

It further has vfor its object a transmission mechanism which 'is actuated through an automaticy speed operated or centrifugal clutch, the driving member of which is connected to the gearing or the input shaft thereof through a oneway clutch, whichpermits gver-running of the driving member relative to the drive or-input shaft of the gearing in a forward direction but which serves to permit the input shaft to actuate and start the driving membe'r of the speed con- "trolled clutch, when the speed-is below clutchengaging rate and the ,vehicle in motion, for the purpose of actuating the driving member of the clutch to crank the engine, as when the starter fails to work, and the vehicle is being drawn or pushed, or when coasting, and the engine is dead.

It further has for its object a power transmitting mechanism as outlined above in which the power of the en gineA is transferred through a coupling having slip characteristics, as a hydraulic coupling, .coupled to the driving member of thel clutch. .s

It further has for its object a'power transmission mechanism embodying a change speed gearing includinga forward gear train, as the low geartrain, whichtransfers thepower through an over-running clutch, so that when in higher gear ratios, the output shaft of the gearing overruns the first gear train, in which gearing is'providedfmeans for locking the over-running clutch from operation, particularly when the engine is to be cranked through the rst gear train through. the disengaged speed operated clutch, it being disengaged because the speed is not great enough to automatically engage it.

` It further has for its object an output -speed control power system vfor effecting the shifting, particularly from low to a higher gear and from the higher gear to low gear, the control system being automatically controlled by the output speed of the gearing, the control system furtherv including a driveroperated control for effecting the shifts, particularly from the higher gear to a lower gear at any output speed, more* especially Awhen the output speed is greater than a predetermined low speed at which the shifts automatically take place.

Other objects appear throughout the specification. f 1

The invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

' In describing( this invention, reference is had to the accompanying drawings in which like ning `clutch between the first speed train and the output shaft.

Figure 4 is a diagrammatic view illustrating the movement of the handle end of the shifting lever.

Figure 5 is a diagrammatic view of the power system for automatically effecting the shift into and from' a higher gear ratio and from and into the low gear ratio, and the control system for the power system.

Figure 6 is ay detail view, partly in section, of oneof the control valves in the power system.

Figure 'Z is a fragmentary detail, partly in section, of the over-running clutch automatically controlled or the centrifugal clutch.

Figure 8 is a detail sectional view of the overrunning clutch in the first gear train to permitV the output shaft of the gearing to over-run when the drive is through ahighergear ratio.

By automatic speed ,operated clutch is meant a clutch -whi'ch engages to transmit power at a. predetermined speed or R. P. M. and remains engaged above that predetermined speed and disengages when decelerated to and below the predetermined lowr speed. `Such clutches usually operate on the 4centrifugal principle and vembody centrifugal weights. I

By over-running clutch is meant a one-way clutch which drives only in one direction and permits over-running ofthe driven member or shaft relative to the driver. These one-way clutches are usually` of the roller and cam type,

and sometimes are called roller clutches and free-wheeling clutches.

Irl theillustrated embodiment of this power transmission mechanism, the engine power is shown as transferred to the driving member of the clutch through a hydraulic coupling. This ugal clutch, the driving member of which is actuated by the runner of the coupling, a change speed gearing, the input shaft of which is actu-f' ated by the driven member of the centrifugal clutch, the change speed gearing embodying a shiftable element, as a clutch, for connecting the input and output shafts of the gearing together in al higher gear ratio, and power operated output speed controlled means or system for effecting the shifting of the shiftable element or clutch from a low to a higher gear ratio and from the higher gear ratio and back to the low speed ratio, and also driver operated control for effecting the shift from the higher gear to the lower gear ratio at any time, regardless of the speed. TheA output shaft of the gearing is driven through the low gear train including a gear connected to the output shaft throughan over-running clutch.

The transmission mechanism further includes shifting means operable to lock the over-running clutch of thegearing from over-running. The lock-out means is also a part of the reverse gear train of the gearing.

The hydraulic coupling comprises an impeller I and a runner 2, a runner shaft 3. The hydraulic coupling is` here shown as of the radial vane type, the impeller having vanes 4 and the runner, vanes 5; the impeller also having a housing or section 6 enclosing the runner 2. This housing or section 6 is con` nected or coupled, as by bolts 1, to the fly wheel on the engine shaft, not shown, or to a flange in the engine shaft.

'Ihe coupling here shown is formed with va eenthe latter being rmounted upon tral cha-mber 8 between the runner 2 and impeller I, passage 9 at the center of the coupling with' a stationary conduit I0, which conduit communicates with a stationary outside tank, not shown. Also, the vanes 5 ofthe runner 2 extend farther at I2 into the chamber 8 than the impeller vanes 4, for the purpose ing of the coupling, when the runner 2 is held stationary, and also the refilling of the coupling when the impeller is free to rotate. The construction of the coupling forms no part of the invention.

I4 designates the driving member of the autopl matic speed control or centrifugalA clutch, and- I5 the driven member, disk or plate of the clutch.| I6 and I1 are pressure rings rotatable with the*- driving member I4 and between which the fric-` tion facngs' on the driven disk or pl te I5 eirtend. The drive member has a hub 8 suitably secured to the runner shaft 3 to rotate therewith, it being here shown as an integral head on the runner shaft 3; I5 has its-hub I9 splined on the input shaft 20 of the transmission gearing.- This shaft 20 is alinea with the runner shaft and has a pilot bearing 2| therein. The hub I8 of the driving member is mounted on the input shaft 20 through ar one-way, over-running or roller clutch which permits the-driving member. I4 to over-run 'the input shaft 20 in a forward direction.- that.is,

clockwisewhen viewed from the left end of Figure 1.

In this transmission mechanism, this permits 'the input shaftvto crank the engine ,through the of facilitating partial emptywhich chamber communicates through a driving member of theclut'ch, when thgdriving Amember is stationary or the enuine .'ieadiU f 1i 22 (Figures 1 and 7) designates the rollers of the over-running ,clutch mounted in a suitable cage 23' and interposed between the internal cylindrical surface of the hub vI8 and the cams 24 of the cam wheel 25 splined on the input shaft 20.

26 designates one of the4 centrifugal weights `on the driving member. I4. As these Weights are thrown outwardly by the centrifugal force, they thrust the pressure ring I6 against the driven member or plate l5, against the action of suitable returning springs 21 and clamp the i friction plate against the pressure ring I1, which is spring-pressed by springs, as 28. When a certain predetermined rotative speed of the driving member I4 is attained, the centrifugal weights 26 create enough pressure on the pressure ring to transfer the power through the plate I6 to the inputshaft 20, all as is well understood. The

speed operated or centrifugal clutch is enclosed in a suitable housing 29 secured vto the gear box 38 and to the housing I I asby screws 3|.

32 designates the output shaft of the gearing. 33 is a gear cluster constituting the countershaft of the gearing, this cluster being mounted upon a stationary shaft 34 mounted in a gear box parallel tothe output shaft' 32.l 'Ilhe output shaft 32 is here shown as alined.with the input shaft 20 and as having a pilot bearing 35 therein.

The forward gear trains between the input shaft 20 and output shaft 32 comprises a gear 36 on the input shaft 20 meshing with a gear 31 of the cluster 33, a gear 38 also part of said cluster meshing with a gear 39 mounted on the output shaft 32, the gear 39 being rotatable aboutv an outer race 4I and an inner cam wheel 42 (see Figure 8) and rollers 43 between the race 4I and the cam wheel, and also a slidabl'e clutch gear 44 interlocked with external splines 45 on the outer race 4I and shiftable into interlocking engagement with clutch teeth 46 on the'first speed gear 39, and being normally engaged'with the clutch teeth 46, but shiftable out of engagement therewith into neutral position and also into interlocking engagement with a clutch section or collar 41 splined on the output shaft 32. This clutch gear 44 has external gear teeth 48 which constitute a gear of the reverse train.

The reverse gear train comprises' a gear 49 of the cluster 33 which meshes with 'a reverse idler gear 50 (Figure 2) suitably mounted in the gear The driven member or plate box at one side of the cluster, and theclutch gear 44. The gear teeth 41 of the clutch gear 44 are normally out of mesh with the idler and are in mesh therewith when the clutch gear 44 is shifted to the right (Figure l) to unclutch the gear 39 .terlock with the clutch collar 41.

through neutral position and into position to lnor sleeve 42 is'splined to the output shaft 32 wit back lash on the coast side, and a spring o/r springs are located between a spline tooth on/ the shaft and a spline in the cam wheel or sleeve 42 to maintain the cam sleeve against the coast side lof the splines, while the vehicle is free wheeling. As seen in Figures 1 and 8, 5I designates the spring, this being shown as a form of bow spring having its ends located in notches formed in one The cam wheel,

of the splines of the shaft '32 is recessed or removed and the bowed part of the spring is located in the recess. As seen in Figure 8, this spring maintains'the camsleeve '42 against the coast side of the splines of the shaft 32, while the vehicle isfree wheeling.

The lock-out collar or section 41 is also shiftable axially as to the left `(Figure 1) from its normal position to interlock clutch teeth 53 and 54 with complemental clutch teeth on the cam sleeve 42 and the outer race 4I to lock the free wheellng clutch from operation, when .the gearing is in iirst or low speed, this operation being utilized during cranking of the engi e while the vehicle is dead. l

To start in a forward direction with the engine idling, the driving and drivenmembers I4, i5 of the speed controlled or centrifugal clutch remain disengaged. As the motor speeds up to a predetermined speed, say vehundrechto six hundred R. P. M., the centrifuga] clutch engages,

and power is transmitted through the hydraulicv coupling and the centrifugal clutch and thev low speed gear train consisting of gears 36; 3l, 38, 39.

To operate in areverse direction, the engine is decelerated to idling speed and a driver controlled or operated shifting lever, shifted to reverse position,- and the engine accelerated. As the motor speeds up to the predetermined R. P. M., the centrifugal clutch engages, and power is transmitted through the hydraulic coupling, centrifugal clutch and reverse gear train consisting of the gearV 49, reverse idler 5U and the clutch gear d4, which has been shifted into mesh with the gear 50. The shifting from first to high speed forward is an' automatic operation which will nowbe described. s"

The automatic shifting is controlled by the output speed of the vehicle which controls the shifting of the balking ringclutch 40. The balking ring clutch 40 comprises a toothed sectionA 55 splined on and shiftable' axially ofy the output shaft 32 and a toothed section 56, which is shown as integral with the gear 35, anda balking ring 59 rotatable with the section 55 and here shown as splined to the output shaft 32, and as coacting with a friction ring 68 rotatable with the clutch section 55. 'I'he balki'ng ring is capable of a rocking or locking movement relative to the v shaft 32, and hence relative to the clutch section 55. The section 55 is provided with balking teeth 5I which slidably t passages 62 in the balking ring.' As is well understood, in balking ring clutches; when the speeds of the parts to be clutched together are different. the balking ring '.59 is rocked, anqd such rocking brings the passages`62 out of alinement with the balkng teeth di, and then as the speeds cross by slowing down of the driving section, the balking ring is dragged v therewith, due to the frictional engagement of the balking ring 'with the ring 60, until the passages 62 aline with the balking teeth 6I, permitting complete shifting-in. vThe rocking of the balking ring is an unlocking and locking action. The balking ring is permitted to rock, because the teeth thereof that interlock with the splines on the shaft 32 'are o f less width than said splines. As the construction and operation of balking ring clutches' are. well known, further description is thought to be unnecessary.

The shifting ci. the clutch section l55 is by f power. automatically controlled -by the output sneed of the gearing. s

In the illustrated embodiment of our invention,

the power shifting mech sm is power operated andcompris'es a mo o having a reversely movable motor member, which is connected to' 5 the clutch section 55, the power system including branches through one of which the power is supplied to the motor to elfect the shift in one direction, or up to the higher gear ratio, and through the other of which the' power is supplied l0 to effect theV shiftin 4out of the higher gear ratio into Va low gear, ratio, control members in the branches respectively, and normally in position in which both branches are idle, and a power operated controlsystem controlled by the output speed of the gearing including branches, a control device inl each branch for operating respectively the control devices in the branches of the power shifting system, and additional control devices in'the branches of the control system and alternately operable by the movable member of 4the motor, and a centrifugal governor operated ow of power through one or the other of the branches ofthe control system to eiect the shifting into and out of the higher gearratio. i-he clutch section 55 is held in its shiftedv position subject to being shifted by the power, by suitable means, as the usual spring-pressed poppets acting on shifters or shift rods. '30 In the illustrated embodiment of the invention, the reversely movable motor is pressure operated and comprises a chamber, as a cylinder 53, having a' piston 64 therein, the rod 65 of which is connected by an arm 66 and fork 61 to the shiftable clutch section 55. The clutch'section is held in either of its operated positionsv by any suitable means, as spring-pressed poppet 68 coacting with notches $9 in the guide rod 10 along which the hub ofthe fork slides. The llormotor is a vacuum one and the power operated shifting system comprises two branches 1|, l2 connected to a source of vacuum. as the intake manifold engine of the vehicle' through a conduit 13. 14 and.15 designate the control devices in the branches 1l, 'I2 respectively, and as this is a pressure tmotor, these control devices are valves. The branches 7|, 12 open into the cylinder 63 at opposite ends thereof or on opposite sides of the piston 64. The poweroperated control system, in this embodiment of the invention, is shown as electrical, and the flow of electric power therethrough or through the branches thereof is controlled by switches'one of which is controlled by the output speed of the transmission gearing. 1B and 'I1 designate respectively the bran-ches of the electrical system controlled by the output speed controlled switch 18. 19 and 80 designate electro-responsive devices as magnets or solenoids in the branches 16 and 11 e., respectively for operating the valves 14 and T5. 8l and 82 are control devicesor switches connected in the branches 1B and 1l respectively in series with the electro-responsive devices or magnets 'I8 and 80. Normally with the engine running above idling speed sufficient to engage the centrifugal clutch, the vehicle is in rst speed forward. Upon'acceleration of the engine, the vehicle willproceedin first or low gear forward, and when the vehicle attains a predetermined speed, say of fifteen to twenty M. P. H..

the switch 18 is shifted by the centrifugal governor 83' until it breaks contact with terminal C and closes the circuitpt terminal A (Figure 5),

` through wire 85, contacts -Numeral switch, to

'by the output speed of the gearing to effect the lock.

4 be presently described, wire 88, to the terminals of the switch arm 18, through terminal A, thence through wire 89 to switch 82, which is closed, thence through wire to the windings of the magnet 80, energizing the same and operating the valve 14 to open -the branch conduit 1| to the action of the vacuum in the pipe 13, so that the piston 84 is pulled to the left (Figure 5), eiecting the shift of the clutch section 55 to the left (Figure 1). The clutch section 55 is, as the speeds are different, balked by reason of the'balking teeth 6| abutting against the balking ring. However, upon deceleration of the engine, the speeds cross, so that eventually the balking ring rocks out of locking position, thus alining the passages 62-thereofwith the balking teeth 6|, permitting the shifting-in to be completed by the power, that is, permitting the clutch teeth of the two sections 55, 56 to inter- As the final shifting-in is completed, the piston rod 65 encounters the operating arm or button vof the switch 82 and opens the switch 82, thus de-energizing the magnet 80 and permitting the valve 14 to return to its normal position, so that the vacuum is cut oif. During this high gear position, and it is desired to shift back into low gear, upon depression of the operating member 91, the terminals .86,v contacts of the terminals 96, so that the current is from source 85, terminals 86, 96, through the Wires 98, through the windings of the 4electro-magnet 19, which controls the valve 15, causing said valve to open the conduit branch 12 to the vacuum through the pipe 13, so that the throttle may be released momentarily and create sufficient vacuum to return the piston 64 to the right hand end of the movement of the piston l|54 to the left by the vacuum through the branch 1|, the valve 15 is in normal position, permitting atmospheric air to pass through the .valve and the pipe 12 back of the piston 64, and hence press it to the left, as the portion of the cylinder 63 at the 'left of the piston -is being evacuted through the branch 1|. The poppet 88 holds the clutch in its shifted position. .As the output speed decreases to and below fifteen to twenty M. P. H., the switch 18 will assume its position in Figure 5, in which it is engaged with 'the contact C so that now the current passes vas before, from the battery through wires 85, contacts 85, 81, branch 88, switch arm 18, contact C, branch v1li to the switch 8|, which is open, by reason of the piston 64 being located in the left end of the cylinder 53, 'thence through Wire 9|, through the windings of the electro-magnet 1'9 which operates the valve 15 to open the branch conduit 12 'to the influence of the vacuum in the pipe 13, and

upon release of the throttle to increase the vacuum, the piston 64 will move fromlthe left end position to the right, and finally assume the position in Figure 5, and in so doing, shift the fork 61 in the clutch section 55 into normal position, whereby the drive is through the low gearl train. When the piston assumes its extreme position to the right, as seen in Figure 5, the piston encounters the button or operating member of the switch 8| to open said switch 8|. The centrifugal governor 83 may be of any suitableconstruction, and as here shown, is operated vfrom the output shaft through a worm gear 92 (Figure l) on the output shaft coacting with a Worm 93 on the governor 94. The governor may be actuated in any suitable manner, as by the output speed of the gearing or the speed of the vehicle.

If it is desirable at any time the vehicle is in high gear to shift backv to low gear for additional power, the driver operated switch may be operated, this being the switch 95 carrying the contact 86 and operable to carry the contact 86 out of engagement with the contact 81 into engagement with the contact 96, .the switch arm' being operated by a suitable member or button 91 located usually on the toe board of the vehicle Within convenient reach of the drivers foot'.

` Assuming that the clutch section 55 is now in cylinder 63, and shift'the clutch section 55 to its out position. The transmission gearing is n'ow in the low gear train.

The shifting of the 'clutch gear from rst speed position and to reverse through neutral position, and also the shifting to effect locking of the over-'running or free wheeling clutch, in the first gear train, is effected by driver operated shifting mechanism. The shifting to reverse, that is, the shifting of the clutch gear 44 is, for the purpose of illustration, effected by a shift rod 39 suitably mounted in the cover |00 of the gear box and having a block |0| thereon formed with a fork |02 which coacts with the suitable groove in the clutch gear 44. The block also has an arm |03 formed with a notch |04 for receiving the nger. |05 of a selecting and shifting lever |06 to be presently described.

When the lever or the handle end thereof is shifted from iirst speed forward position F (Figure 4) to neutralposition N, the clutch gear 44 is shifted out `of clutching engagement with gear 39 of the ,first gear train into exclusive engagement with the race 4| of the 'over-running clutch, and upon further movement from neutral position N to reverse position R, the clutch gear is shifted into clutching engagement with the clutch collar or section 41 splined to the output shaft 32 and the clutch gear into mesh with the reverse idler 50. The shift rods are held in shifted position by suitable spring-pressed poppets |01.v

In order to use the engine of the vehicle as a brake, when in low gear, means is provided for locking the over-running or free wheeling clutch from over-running or free wheeling, and this means includes the -clutch section 41, which is A shiftable to the left to interlock the teeth 53 with the outer race of the over-running clutch and its teeth 54 with the inner cam Wheel of the o-verrunning clutch. This shifting of the collar or'section 41 to lock the free wheeling clutch for the purpose of illustration is shown as embodying, or as effected by, a shift rod |08 (Figure 3) suitably mounted in the cover |00 of the gear box, the hub of the rod |08 having a fork ||0 coacting with a suitable groove in the collar 41. The rod |08, is shifted by the selecting and shifting lever |06, the finger |05 of which coacts with a notch in an arm ||2 on the hub ||3 fixedto ashift rod I4 suitably mounted in the cover I 00 and extending parallel to the rods 99 and |08. The movement of the rod ||4 is transferred to the shift rod |08 through a reversing lever ||5 suitably' pivoted at ||6 inthe cover of the gear box. The lever |06 thus has a lateral selecting movement to carry the finger |04 either to the notch |05 or To shift the free Wheeling lock-out collar 41, the lever |06 is moved laterally to cause the finger |04 to enter the notch l||. This operation is possib-leonly when the gear is in first gear position .and vin so making the selecting movement, the handle end of the lever moves from position F (Figure 4) -to position F', and then upon forward movement of the lever to pobringing the teeth 54, 54 of the collar 41 into a po' sition in which they balk on the coacting teeth of the outer race- 4| and the inner cam wheel 42 of the over-running clutch. v

Upon further shifting of the lever following acceleration,.the one-way clutch teeth aline with .the spaces of the other set of clutch teeth permitting complete shifting-in. Preferably. a suitable latch is used requiring the unlatching by the operator before a shift can be made from position A to position B or fro/in balking position to com-y plete shifting-in position. This latch is here shown as a sleeve ||1 slidable on the lever |06 (Figure 2) and encountering the barrier H8, the latch being lifted high enough to hurdle or clear the barrier, by a rod ||8 extending along the leverl|08 and having a suitable button or grip handle at its upper end, not shown. However, in thel event theflatch is unlatched before acceleration of the engine brings about synchronization permitting complete shifting in', the shifting-in movement of the rod |08 from position A to posiahead of the fork i until the clutch teeth of y the collar 41 become alined with the spaces of the clutch teeth of the outer race 4| and the inner cam wheel of the over-running clutch, whereupon the spring re-acts and completes the shift.

If the engine of the vehicle failsto start, due to failure of the starting motor, the engine may be started by pushing or pulling the vehicle by first shiftmg the gear shifting lever from position F and then forward to position A to position B locking out the free wheel clutch, so that now when the vehiclefis propelled, drawn or pushed, the engine will bestarted by cranking. At this time, the centrifugal 'or speed operated clutchiis disengaged, but owing to the one-way clutch be tween the driving clutch member i4 and the input shaft 20, the engine will becranked by the input shaft being driven through low gear ratio `and acting as a driverfor the driving clutch section 4. When the engine starts and is accelerated to a sumcient speed to cause the centrifu- Sal clutch to be engaged, the vehicle will be driven forward in the conventional manner. In thus cranking the engine, the runner 2 acts as an impeller and theimpeller L as the runner-. In actual practice the lever |06 islan intermediate lever actuated by a hand lever on the steering column of the vehicle and having a movement in with the outer air.

the path shown in Figure 4. The latch ||1 is .1

located on such hand levei` and the barrier H8 located at |18 (Figure 4).

The spring 5| between the splines of the cam sleeve 42 ofthe over-running clutch and the output shaft 32'causes the balkingfteeth of the outer race 4| ,and the cam wheel 42 to be displaced out of alinement with the balking teeth 53, 54 of the lock-out coller or clutch section 41,

thereby preventing the shift of the lock-out col-- lar 41 being made until the engine is accelerated to a point where it picks up the cam wheel 42 i ofthe over-running clutchf andhence unlocku ing the balking teeth and permitting the shifting spring |20 to complete the shifting in. If the ends of the teethabut-and lock, the accelerator is released slightly in orderto easily complete the shift. To again unlock the free wheel ing or over-running clutch, including the outer race 4|, and cam sleeve or wheel 42, the lever |06 is again shifted to F position. The balking teeth 53, 54' of the clutch section or lock-out 'collar 41 and of the outer race 4l 4and inner cam driven, but the chamfered ends of such teeth permit forcibly rotating of the free wheel cam wheel 42. The shift is completed when the shift lever and rod |08 have moved to position ,B by the spring |20 which has been loaded by the shifting of the rod |08 ahead of the hub H0 of the fork, when the clutch collar has been balked in position A.

The valves 14 and 15 may be of any suitable construction, and such a valve is shown in Figure 6 including a casing 12| having'a movable valve member |22 'actuated by the magnet or solenoid 13 or B0'. |23 designates the port connected to the cylinder 63 through the branch 1| or 12. |24 designates the 4port connected to the vacuum pipe i3. |25 is a port communicating |26 designates a combined intake and exhaust valve member. The valves 1.4, 15 are fnormally in the position shown in Figure 6. When themagnet |8for 80 is energized, the core or member |22 is drawn upwardly, causing tne valve member |26 to close the passage Iz'i which communicates with the outer air through port |25, and to .move the seat |28 away from tne valve memper |26, so that the vacuum is effective through port |24, annular chamber |29, radial passages |30, and axial passage |3|, both in the movable member |22, and through the port |23 which is connected to the pipe section 'ii or i2 to the cylinder 63. When the magnet 19 or 80 isde-energized, the parts are reidling, the speed operated centrifugal clutch consisting of the driving and driven membersl I4 and i5 remains disengaged. To start the vehicle with the parts in the position shown in Figure l.. that is, with the manual lever |06 in F position (Figure 4'), the vehicle is started by merely depressing tne acc'elerator- As the motor speeds up to a predetermined speed, say from ve hundred to six hundred R. P. AM., the centrifugal clutch engages, and the power transmitted through the first gear train and the over-running clut'cn in the first gear train to the output shaft 32. When the vehicle reaches a predetermined speed in rst or low speed forward, say fifteen to twenty M. P. H., the centrifugal governor 83 causes the switch arm 18 to contact at terminal A, completing the \circuit through normally closed switch B and i'hrough the contacts 86, 81 ofthe switch E to magnet 80 of the valve 14, so that a vacuu'm pull is created in the cylinder 63 to the left, shifting the clutchl section 55 up to the balking ring with light pressure. `By momentarily releasing the accelerator to decelerate the engine, greater vacuum and pressure is also attained, and when the speeds of the two clutch 'holding the clutch in shifted position.l

When the speed' of thevehicle drops to a predetermined low,` say five M. P; the centrifugal governor 83 causes the switch 18 to contact the terminal C, thus completing the circuit through the normally closed Aswitch D and the magnet 19 of the value 18. Now, when the accelerator is released, sufficient vacuum is created in the cylinder 63 to pull the piston 64 to the right and disengage the clutch 55 and clutch section 56, and the vehicle is now in low gear. After this shift is completed, the switch D is opened by the piston v64 de-energizing the windings of the magnet 14 and permitting the valve 15 to cut off Vthe vaccum. The poppet 68 holds the section 55 in shifted position.

While the vehicle is in high gear, the low speed gear is over-running, due to the over-running clutch including clutch gear 4| and inner cam sleeve 42.

If it is desirable at any time the vehicle is in high gear to shift back into low. gearfor additional power, the driver operated member 91 may be depressed, causing the switch member 95 to close the circuit to the contact 94, as before described. This operation closes the circuit through the windings 19 of the low speed vacuum valve 15, and on release of the accelerator momentarily, the shift is made to low gear and the vehicle remains in low gear, until this button 91 is released.

If it is desired'to lock out thefree wheeling unit consisting of the 'race 4l and inner cam wheel 42, in order to use the motor as a brake, the lever |06 is shifted to`the position A with the lever |06 in position A, the free wheeling lockout clutch section 41 is brought up to balking position through the spring |20.

The engine may be started when the starting motor fails to act by shifting the lever |06 into position A, as` before described, and pushing or pulling the vehicle until the engine is cranked with the input shaft 20 acting as a driver for the driving member I4 of the centrifugal clutch.

What we claim is:

l. In a transmission mechanism, the combination of a change speed gearing including an engine actuated input shaft, an output shaft, trains of' change speed gearsbetween the shafts to drive the output shaft through different gear ratios and.including a reverse gearing, the ii'rst speed train of gears comprising a gear mounted on'the output shaft. and adapted to be connected to the output shaft through an over-running clutch permitting'the output shaft to overrun the first gear train when in a higher gear ratio, a clutch gear, the over-running clutch including an outer race, an inner cam wheel rotatable with the output shaft and rollers between them, a'clutch collar on the output shaft, said clutch gear being slidable axially on the outer race and movable into one position to clutch the gear of the 'first speed train to the output shaft through the over-running clutch and into an intermediate neutral position unclutching the gear of the `first gear train and into a third position to clutch the outer race to the clutch collar and shift the gear of the clutch gear into the reverse train, and means for shifting the clutch collarv into interlocking engagement with the outer race,

'nected to the output shaft to drive the same through an overrunning clutch which permits the output shaft to overrun the first gear train when 'in a higher gear ratio, a clutch gear, a clutch -collar alined with the overrunning clutch and connected to the output shaft to rotate therewith, the clutchgear being shiftable axially to clutch the overrunning clutch to, and unclutch it from the first-mentioned gear, and shiftable into position to form a gear in the reverse gearing and being .further shiftable into coaction with the clutch collar to hold the overrunning clutch from overrunning when in reverse gear, and means for shifting the clutch gear and for shifting the clutch collar into position to lock the overrunning clutch from overrunning.

3. In a transmission mechanism, the combination of'a drive shaft, a driven shaft, and an automatic speed operated engine clutch-including driving and driven members mounted respectively on said shafts, the driving member being connected to the driven shaft through a one-way overrunning clutch permittingl the driving member to overrun the driven shaft'in a forward direction, when the clutch is disengaged and the driving shaft acting as a driver, a transmission gearing includingthe driven shaft which serves as an input shaft for the gearing, an output shaft, trains of change-speed gears between the shafts, the rst speed train including a gear rotatable about the output shaft, a clutch gear connected to the output shaft through an overrun- -ning clutch and normally clutched to said gear permitting the output shaft to overrun 'the rst gear train when in a higher gear ratio, the clutch gear being shiftable out of interlocking engagement with said first-mentioned gearofv the first gear train, a clutch collar rotatable with the output shaft and shiftable into position to lock the overrunning .clutch from overrunning movement for cranking the engine through the firstmentionedoverrunning clutch, and means operable to shift the clutch gear into and out of engagement with saidk gear of the first train and for shifting said clutch collar into position to lock the overrunning clutch from movement.

' CARL D. PETERSON. ,'ALBERT H. DEIMEL. 

